FRONT WHEEL BEARING COST - BEARING COST
Front wheel bearing cost - Racing motorcycle wheels - Akuza wheels center caps
Front Wheel Bearing Cost
- A bearing or bearing assembly located at each wheel allowing the wheel to spin around the axle with minimal wear and friction. Front wheel bearings are contained within the hub, and are sometimes integral to the hub. A wheel bearing set consists of an inner and outer bearing.
- The forward-facing part of a person's body, on the opposite side to their back
- the side that is forward or prominent
- be oriented in a certain direction, often with respect to another reference point; be opposite to; "The house looks north"; "My backyard look onto the pond"; "The building faces the park"
- The side or part of an object that presents itself to view or that is normally seen or used first; the most forward part of something
- The position directly ahead of someone or something; the most forward position or place
- (of an object or an action) Require the payment of (a specified sum of money) before it can be acquired or done
- the total spent for goods or services including money and time and labor
- be priced at; "These shoes cost $100"
- Cause the loss of
- Involve (someone) in (an effort or unpleasant action)
- monetary value: the property of having material worth (often indicated by the amount of money something would bring if sold); "the fluctuating monetary value of gold and silver"; "he puts a high price on his services"; "he couldn't calculate the cost of the collection"
Big Chute Marine Railway
Big Chute Marine Railway is a boat lift at Lock 44 of the Trent-Severn Waterway in Ontario, Canada. It works on an inclined plane to carry boats in individual cradles over a change of height of about 60 feet (18 m). It is the only marine railway of its kind in North America still in use, and is overseen by federally operated Parks Canada.
In 1914, contracts were let to have 3 locks built to connect the Severn River to Georgian Bay; at Port Severn, Big Chute, and Swift Rapids. With the start of World War I, however, there was a shortage of manpower and resources. Lock 45 at Port Severn was nearing completion, so it was finished as a small, "temporary" lock (it remains in use to this day). The locks at Big Chute and Swift Rapids were not completed, with "temporary" marine railways being built instead. The original Big Chute Marine Railway was completed in 1917, and could only carry boats up to 35 feet (11 m) long, preventing navigation by large commercial vessels. The Swift Rapids Marine Railway was completed in 1919, using the same plans as the Big Chute railway.
In 1921, plans were once again made to build three locks at Big Chute, to be part of a new section of canal which would take boats from Big Chute and rejoin the existing waterway downstream from the Little Chute, avoiding the fast water in the Little Chute. However because of the post-war recession the scheme was put on hold once more, although remains of the beginning of the dams required to maintain the water levels can still be found in the surrounding forest. In 1923 the original railway at Big Chute was replaced, as the size and number of boats had increased, with the second carriage being able to carry boats up to 60 feet (18 m) long. The 1923 carriage was used up until around 2003, on days of extremely heavy traffic, or as a backup for the new carriage. Although the old carriage is no longer used, it remains on display.
In the 1960s surveys of the area were done yet again. The old, outdated Swift Rapids Marine Railway was replaced with a single conventional lock in 1964, and plans were made for a single lock at Big Chute.
Before construction began the Sea Lamprey, which had been devastating the fishing industry in the Great Lakes, was found in Gloucester Pool—at the bottom of the railway—and plans were put on hold. Several impractical ideas were suggested, but no practical solution could be found. By the end of the 1960s the old marine railway could not keep up with the amount of boating traffic in the area. Long lines formed at either end of the railway, with waits often being overnight. Research was done to find a way to prevent the migration of the Sea Lamprey into Lake Couchiching and Lake Simcoe, while still effectively increasing the flow of traffic. A biologist sat at the bottom of the railway for days, checking the bottom of boats that locked through, and finally saw a lamprey attached to the bottom of a boat. The lamprey fell off after less than 6 meters, so the railway was determined to be effective at preventing the Sea Lamprey's migration. In 1976, under the Government of Pierre Elliot Trudeau, it was finally decided that a new, enlarged railway would be built. The current carriage was opened to the public in 1978, and can carry a boat up to 100 feet (30 m) long and 24 feet (7.3 m) beam. It cost $3 million to build .
The vessels are floated into the cradle, which is approximately 80 feet (24 m) long by 26 feet (7.9 m) wide. Four 200 horsepower (150 kW) electric motors provide traction by cable. It can transport up to a combined total of 100 short tons (91 t) in weight. In this enlarged version the increased weight is borne on a dual track which keeps the carriage level (the front wheels are on a different track than the back wheels, with the front of the carriage on the upper tracks). Boats rest on the bottom of the carriage, and webbing slings are provided to support boats safely and prevent them from tipping. The old system has been decommissioned by Parks Canada, to conform with modern safety standards, although the old tracks and carriage still remain. The last operation of the old system was in 2003.
After the Swift Rapids Marine Railway was demolished in the mid 1960s, the marine railway at Big Chute was to be replaced as well. However, before this could be done a population of lamprey eels were discovered in Gloucester Pool, on the downstream side of the lift. They had been migrating into the Great Lakes from the Saint Lawrence River and were considered a big problem for the fisheries as they were native to the oceans, and were killing off all of the fresh water fish. The Canadian government decided to delay building the lock while a solution was considered.
After a few impractical ideas were thrown around, a marine biologist was hired to examine the old marine railway and see if it was effective at stopping the lamprey migration. The biologist discovered that the railway was a good preven
1937 Airomobile, National Automobile Museum
The American attempt at an air-cooled "people's" car failed, despite the car having a unique aerodynamic design that set it apart from most other cars.
Even though it achieved nearly 44 mpg, the futuristic model didn't captivate
Americans ~ nor the important financial backers that could have provided capital to launch this prototype into mass production.
"Following the closure of the Franklin Automobile Co. in 1934, former Franklin engineers Carl Doman and Edward Marks organized their own firm to develop a new air-cooled engine design," according to the National Automobile Museum.
"Paul Lewis of Denver, Colo., conceived the idea for this futuristic automobile in the early 1930s, and in 1936, contracted with Doman and Marks to build a prototype.
"Working from an aerodynamically styled model created by John Tjaarda, a designer of the Lincoln-Zephyr, construction began on the unusual three-wheeled front-
wheel-drive Airomobile and it was pronounced road-ready in April 1937."
The National Car Museum's Airomobile prototype was driven more than 45,000 miles through the United States in an effort to raise production capital.
"While the Airomobile proved itself a technical success by performing creditably at speeds of up to 80 mph and averaging 43.6 mph of fuel, financial backing was not
"Although intended as a low-cost mass-produced people's car, this was the only Airomobile produced."
1937 Airomobile, experimental sedan
Lewis American Airways Inc.
4-cylinder, 60 hp.
3 1/2 inch
3 1/2 inch
129.9 cubic inch
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